Marine vessel control system

ABSTRACT

A marine vessel control system includes a primary marine propulsory mechanism attached to the vessel and an intelligent vessel control system. Also included is an attitude sensor linked with the intelligent vessel control system. An actuating system responding to an output of the intelligent vessel control system is linked with the primary marine propulsory mechanism for adjusting a trust vector of the e primary marine propulsory mechanism.

RELATED APPLICATIONS

This application claims priority of U.S. Patent Provisional Applications No. 60/693,284 filed Jun. 23, 2005 and 60/749,820, filed Dec. 13, 2005 which are incorporated herein by reference.

FIELD OF THE INVENTION

The invention relates to marine vessel control systems.

BACKGROUND OF THE INVENTION

In addition to forward and reverse, today's vessels, depending on the specific capabilities of their primary propulsory mechanism(s), employ thrust vector(s) for basic vertical axis pitch control and/or horizontal axis steering control. Today's primary propulsion vertical and horizontal axis thrust vectors exists as functionally independent nonintegrated forces, thus are ineffective when compared to their potential if fused together within an advanced synergistic vessel control system with fully-integrated primary propulsion attitude and steering authority. Today's vessels could realize significantly improved overall performance and stability, in all operating conditions, by employing coordinated, computer controlled dynamic thrust vector manipulation of their primary propulsory mechanisms.

SUMMARY OF THE INVENTION

Accordingly, the vessel control system of the present invention solves the limitations of typical marine vessel performance and stability with computer coordinated manipulation of one or more independently actuated and articulated primary propulsory thrust vectors resulting from dynamically changing the angle of the propulsory mechanism. Employing this novel system in a differential or asymmetric manner as an active method to control vessel attitude and stability, regardless of speed, is a highly efficient and practical method for maximizing the effectiveness of primary propulsion systems by much more effectively harnessing the thrust they generate.

Dynamic vector control can advantage and be effectively integrated with primary marine propulsion systems including, but not limited to, outboards, outdrives, sterndrives, waterjet drives, etc., in which the thrust vector resulting from the angle of the propulsory mechanism can, at a minimum, be vertically articulated to induce both positive and negative pitch trim. The resulting novel system, especially when combined with active differentially managed hydrofoil devices such as trim tabs, will maximize overall vessel responsiveness, maneuverability, stability, ride quality, attitude control, fuel economy, speed and safety.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A-D are views of a vessel detailing the thrust vectors of a dual outboard propulsory mechanism;

FIG. 2 is a side view of a vessel detailing the thrust vector relative to a center of buoyancy for a dual outboard propulsory mechanism;

FIG. 3 is a partial side view of a vessel detailing the hull mapping of the vessel;

FIG. 4 is perspective view of a vessel showing a controlled list;

FIG. 5A-D are views detailing a four bar linkage for use with an outboard propulsory mechanism;

FIG. 6 are views of a vessel including dual outboard propulsory mechanism and trim tabs;

FIG. 7 is a diagram detailing the interaction of a marine control system for a vessel having dual outboard propulsory mechanisms;

FIG. 8 is a perspective view of a water jet propulsory mechanism.

DETAILED DESCRIPTION OF THE PREFERED EMBODIMENTS

Definitions

Differential and differentially are defined within this document as unequal, off center and/or involving differences in: angle, speed, rate, direction, direction of motion, output, force, moment, inertia, mass, balance, application of comparable things, etc.

Primary propulsion and primary propulsory are defined as the main thrust generating propulsion system(s), mechanism(s) and device(s) employed to propel a vessel throughout low, medium and high speed translation operations. Low-speed maneuvering thrusters and other similar secondary thrust generating devices do not apply to this specific definition.

Dynamic and dynamically are defined as immediate actions that take place at the moment they are needed; used in describing interactive hardware and software systems involving conflicting forces; characterized by continuous change and activity.

Vessel attitude is defined relative to three rotational axes: pitch attitude (rotation about the y or sway-axis); roll attitude (rotation about the x or surge-axis); yaw attitude (rotation about the z or heave-axis).

One or more primary propulsion devices are independently controlled by an intelligent vessel control system which is operable to dynamically manage thrust vector angle(s) in a differential or parallel manner, over the entire range of vessel performance and operation. The propulsory mechanisms, as a minimum, must be at least capable of vertical axis pitch articulation.

The intelligent vessel control system readily adapts to primary marine propulsion systems including outboards, outdrives, sterndrives, waterjet drives, etc., in which the thrust vector resulting from the angle of one or more primary propulsory mechanisms can, at a minimum, be vertically articulated in a dynamic manner to induce both positive and negative pitch trim. Coordinated dynamic manipulation of multiple, independently actuated and articulated thrust vectors resulting from changing the angle of the propulsory mechanism in a differential or asymmetric manner as an active method to control vessel attitude and stability, regardless of speed, is a novel approach for maximizing the effectiveness of primary propulsion systems by much more effectively harnessing the thrust they generate, as shown in FIGS. 1-3.

The vessel control system electronics package is a fully distributed automation and control system, integrating an intelligent central control computer package with vessel motion sensors and servo hydraulic control outputs, although other suitable actuation mechanisms can be utilized, providing real-time automatic integrated control of a vessel's main operating parameters. The central control computer executes ride control algorithms and coordinates system activity. Sensors located throughout a vessel transmit real-time motion data (attitude, rate, acceleration, etc.) to the central control computer. Additional sensors monitor exact positioning and condition of the vessel's individual operating parameter directly influenced by the vessel control system. This information is processed and precise instructions are communicated to individual servo controllers responsible for specific vessel operating parameters or effectors. Parameters such as individual thrust vector angle, thrust velocity, engine output, drive engagement and gear selection, trim tab deflection, rudder position, etc., are electronically monitored and controlled by the vessel control system and can be actuated hydraulically, electrically or with other suitable mechanisms. Some of the basic real-time performance capabilities of the vessel control system include: trim stabilization and pitch damping; list stabilization and roll damping; yaw damping and turn coordination, etc. An operator interacts with the vessel control system through a user interface which can employ a number of different electronic and/or mechanical control input and system monitoring devices such as: Graphical User Interface (GUI) displays and/or touch screens; gauge instruments; voice command and alert interfaces; joysticks; keyboards; steering wheels; throttles; switches; dials; etc. The user interface communicates the vessel control system's current operational status, current vessel setup, logged operational data, etc. Some of what the user interface allows the operator to do is: select automatic or manual operating modes; set the desired running trim and list of the vessel; increase or decrease the gain settings for pitch and roll control functions; select between flat and coordinated turns; etc.

For more advanced vessel integrations, control system software contains a thoroughly defined map of a specific hull form's drag characteristics based on attitude and displacement variables. The software forms part of the control logic for steering, stability, attitude, speed, acceleration and fuel economy. A series of prime directives, such as safety, stability and maximum fuel economy per speed condition are resident in the vessel control logic. As an operator or autopilot advances and retards throttle settings to affect speed, the vessel control system compares stored hull drag and displacement data to real-time information gathered by the onboard sensor package. This information is used to correct vessel attitude and displacement based on the resident control logic directives. A vessel's attitude can have a tremendous impact on its performance and efficiency during operation. Depending on vessel design and available equipment, control logic determines the combination of parameters or resources such as thrust vector angle(s), engine output, trim tab deflection, rudder position, ballast distribution, etc., necessary to maintain, optimize or achieve specific performance objectives. For example, with information acquired from an external GPS data source, an operator can identify a destination and desired arrival time while in route; control logic will select the best economy engines capable of maintaining the schedule, to include starting or pulling off-line powerplants the system determines either necessary or unnecessary for the defined mission; manage throttle settings and required speed; and steer the course either by conventional means utilizing a rudder, or with asymmetric drag and differential thrust vectoring and velocity.

Asymmetrical drag steering takes advantage of the vessel control system's ability to precisely control roll and, as a result, induce a turning moment by increasing wetted surface area asymmetrically on one side of the hull or the other. Just as drag increases with vessel speed, so does the turning force generated by differential lateral wetted surface area. Mapping the drag characteristics of a specific hull form based on pitch, roll and displacement variables is necessary to reliably predict the asymmetric influence and employ it as a practical steering system. In addition to asymmetrical drag steering, the vessel control system can integrate with, and electronically control, other steering devices such as conventional rudders, vectored thrust, steerable drives, etc.

Vessel control system integration with a resident thrust vectoring steer-by-wire capability allows for practical application of differential steering. Along with traditional course management, a differential capable thrust vectoring steer-by-wire system can be employed during certain maneuvers and/or conditions for desired effect. Example maneuvers are: controlled lists at idle forward progress; crabbing; lateral sway translation (sideways movement) without assistance from bow and/or stem thrusters; power-on breaking (accomplished by counter-rotating multi-propulsory mechanisms on their horizontal axis at a uniform rate in order to neutralize thrust forces until vector angles are pointing in the opposite direction of travel); drift control; etc. When integrated with a joystick or similar adequate operable device, an operator can easily maneuver a vessel in all directions at low speed for precision navigation in challenging low tide environments to convenient docking in congested areas.

The vessel control system has demonstrated maneuvers that are not known to have been accomplished prior. The first, a “flat turn”, is accomplished by instructing the vessel control system to maintain a neutral or level deck attitude while turning. The combination of differential vertical axis thrust vector authority and appreciable force imparted by the active differential trim tabs results in this capability. The byproduct of a “flat turn” is a significant reduction in wetted surface area as compared to what a similar vessel would experience as a result of leaning into turns and forcing a larger area of the hull into the water. Increasing wetted surface area for an extended period during a turn results in speed loss. The vessel control system eliminates leaning in turns and, as a result, does not experience the same level of speed loss. Another by product of the “flat turn”, is a significant reduction in turning radius. Current experience is as much as 50% turning radius reduction during testing.

Another capability of the vessel control system resulting from its differential thrust vector and active trim tabs is a reluctance to fishtail. Testing at speeds as high as 35 knots with hard entry into tight turns with full stop steering input could not break the test vessels stern loose.

Experience with the vessel control system's unique stability capabilities, inspired development of control logic for automated active roll-over prevention. The vessel control system is able to identify conditions whereby a vessel is exceeding specific design and/or safe operating limits with respect to stability. The vessel control system reacts irrespective of cause; operator error, hazardous environmental conditions, or otherwise. Active, dynamic countermeasures are employed by the vessel control system including, but not limited to, thrust vector and velocity manipulation, trim tab deflection, etc., in order to reestablish control of the vessel.

As shown in FIG. 4, another novel capability of the vessel control system, based on differential manipulation of multiple independently actuated and articulated thrust vectors, is its ability to roll the vessel and sustain a controlled list while the vessel is sitting motionless in the water. The control system can maintain the list as the vessel gets underway and can hold it at speed for as long as the operator requires and conditions permit. The significance of this unique capability becomes clear during flooding emergencies following any incident resulting in damage near, along or below the waterline. The operator precisely controls list angle, in 1/10 (0.1) degree increments, via the vessel control system user interface described earlier within this document. As part of a specific vessel's integration, the emergency procedures required to implement an idle list maneuver can be automated in order to reduce reaction time. In order to relax or unload the propulsion requirement, the vessel control system can be integrated with and deploy onboard fuel and water transfer pumps to assist in attitude control by creating ballasts wherever necessary for the desired mode and effect.

The vessel control system supports integration with navigational and collision avoidance technologies, such as GPS, radar, downloadable satellite information, etc., in order to optimize the system's operational capabilities.

The vessel control system is capable of dynamically integrating hydrofoil and/or planing devices such as t-foils and tabs into a specific installation's overall stability, attitude and steering solution. For example, differentially articulated trim tabs can be used when controlling or dampening roll under certain conditions. The vessel control system determines based on the effectors at its disposal, which to deploy for a desired result. Per condition, control logic analyzes its options and deploys one or more selected mechanisms, differentially or in parallel, based on the most efficient method for achieving operator or autopilot directed objectives.

As shown in FIGS. 5, 6 and 7 the system may be adopted for use with outboard motors. A four-bar-linkage support bracket is provided to permit rapid adjustment of the thrust vector angle and to permit sufficient undertrim. The bracket has a support arm extending aft from a transom plate and an engine mounting bar pivotally mounted to the support arm, The transom plate is mounted to the transom and an actuator extends from a lower portion of the transom plate to the mounting bar. The actuator may be any suitable means of pivoting the support bar such as a ball-screw actuator, hydraulic cylinder, etc., capable of supporting drive/propulsion unit thrust vector angle changes in the magnitude of 50 to 60 degrees per second. Electro-hydraulic control activated hydraulic cylinders or alternative actuating mechanisms may be utilized to respond to precise positioning instructions received from the vessel control system. Depending on the installation specific requirements, the preferred embodiment employs either mechanical or electrical pumps to generate and sustain the hydraulic pressure necessary for articulating the outboards and additional control surfaces such as trim tabs. It should be realized that other suitable pump and actuation mechanisms can be utilized. The example embodiment incorporates one hydraulic pump and one hydraulic accumulator per outboard. The mechanical extraction hydraulic pumps are mounted directly to, and driven by, the outboard engines.

The outboard motor is mounted to the mounting bar in a conventional manner. However, the length of the arm is such that the motor may be moved towards the transom a sufficient distance to permit the thrust vector created by the propeller shaft angle to move as much as 45 degrees undertrim from a horizontal position. In this way, the propellers or thrust vectors can be moved rapidly by the control system to stabilize the boat. The mount articulates in such a way as to maintain a near uniform thrust vector height relative to the horizontal plane of the vessel.

The vessel control system may be adapted to waterjet drives. This requires waterjet nozzles capable of both vertical axis pitch articulation and horizontal axis steering articulation. Referring to FIG. 8 there is shown an example of a two-step nozzle design capable of dual-axis control. Additional suitable multi-axis nozzle actuation mechanisms can be integrated effectively.

The vessel control system, based on information received from an integrated depth finder or other similar suitable obstacle/terrain avoidance technology, can automatically raise/retract onboard propulsory mechanisms, overriding operator input and settings, when clearance becomes a concern; as would be the case in shallow water environments. For higher-speed operations, logic resident within the vessel control system identifies slope changes in underwater landmasses and predicts probable distance till drive strike based on the relationship between speed, slope and drive depth. The vessel control system automatically lowers/extends the propulsory mechanism(s) to normal operating position(s) once a safe environment signal is received.

The invention has been described in an illustrative manner. It is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than limitation. Many modifications and variations of the invention are possible in light of the above teachings. Therefore, within the scope of the appended claims, the invention may be practiced other than as specifically described. 

1. A marine vessel control system comprising: at least one primary marine propulsory mechanism attached to the vessel; an intelligent vessel control system; at least one attitude sensor linked with the intelligent vessel control system; an actuating system responding to an output of the intelligent vessel control system and linked with at least one primary marine propulsory mechanism for dynamically adjusting a thrust vector of at least one primary marine propulsory mechanism.
 2. The marine vessel control system of claim 1 wherein the intelligent vessel control system is a central control computer with servo hydraulic control outputs providing real-time automatic integrated control of a vessel's main operating pararneters.
 3. The marine vessel control system of claim 1 wherein the attitude sensor is a gyro.
 4. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically adjusted about a vertical axis.
 5. The marine vessel control system of claim 4 wherein the primary propulsion thrust vector is dynamically vertically articulated to induce both positive and negative pitch trim.
 6. The marine vessel control system of claim 4 wherein the primary propulsion thrust vector is dynamically adjusted about a horizontal axis.
 7. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically adjusted in three dimensions.
 8. The marine vessel control system of claim 1 including a plurality of primary marine propulsory mechanisms attached to the vessel.
 9. The marine vessel control system of claim 8 wherein the thrust vector of each of the plurality of primary marine propulsory mechanisms may be dynamically independently articulated.
 10. The marine vessel control system of claim 1 wherein the primary marine propulsory mechanism is selected from the group consisting of: outboards, outdrives, sterndrives, and waterjet drives.
 11. The marine vessel control system of claim 1 including a four bar linkage support bracket attached to an outboard.
 12. The marine vessel control system of claim 11 wherein the four bar linkage support bracket includes hydraulic cylinder actuation and is capable of 40 degrees per second, dynamic pitch trim articulation of the attached outboard.
 13. The marine vessel control system of claim 11 wherein the four bar linkage support bracket includes hydraulic cylinder actuation and is capable of 20 degrees positive and 20 degrees negative pitch.
 14. The marine vessel control system of claim 11 wherein the four bar linkage support bracket includes hydraulic cylinder actuation and is capable of uniform vertical thrust vector height throughout actuation equal to 0.5 inches vertical variance.
 15. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector may be dynamically adjusted to manipulate: trim control; trim stabilization, pitch damping, roll control, list stabilization, roll damping, steering control, yaw damping and turn coordination.
 16. The marine vessel control system of claim 1 including a navigational device connected therewith.
 17. The marine vessel control system of claim 16 wherein the navigational device is selected from GPS, radar, and satellite information.
 18. The marine vessel control system of claim 1 including a vessel effector linked with the intelligent vessel control system.
 19. The marine vessel control system of claim 18 wherein the effector is a hydrofoil or planing device.
 20. The marine vessel control system of claim 19 wherein the effector is a trim tab.
 21. The marine vessel control system of claim 1 including a user interface linked with the intelligent vessel control system for inputting and displaying control parameters.
 22. The marine vessel control system of claim 21 wherein the user interface is selected from the group consisting of: a Graphical User Interface display, touch screen, gauge instruments, voice command and alert interfaces, joysticks, keyboards, steering wheels, throttles, switches and dials.
 23. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically manipulated to enable an automated pitch limiting control of the vessel.
 24. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically manipulated to enable a differential-capable, steer-by-wire control of the vessel.
 25. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically manipulated to enable a differential-capable, throttle control of the vessel.
 26. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically manipulated to enable a differential-capable, drag steering control of the vessel.
 27. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically manipulated to reduce the wetted surface area of the vessel.
 28. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically manipulated to enable a flat turn of the vessel.
 29. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically manipulated to enable delayed speed loss of the vessel.
 30. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically manipulated to provide active rollover prevention.
 31. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically manipulated to prevent a fish tailing of the vessel.
 32. The marine vessel control system of claim 1 wherein the primary propulsion thrust vector is dynamically manipulated to hover the vessel in a given position.
 33. The marine vessel control system of claim 32 including a GPS member linked with the intelligent vessel control system providing a positional reference.
 34. The marine vessel control system of claim 1 including a pump linked to the intelligent vessel control system for controlling a ballast of a vessel.
 35. The marine vessel control system of claim 1 including a depth finder linked to the intelligent vessel control system to detect a depth of the vessel and retract at least one propulsory mechanism toward the vessel in response to detection of a predetermined depth.
 36. The marine vessel control system of claim 1 including an obstacle detection and avoidance device linked to the intelligent vessel control system to detect an obstacle near the vessel and retract at least one propulsory mechanism toward the vessel in response to detection of the obstacle.
 37. The marine vessel control system of claim 1 wherein the intelligent vessel control system includes a mapping of the vessel hull drag characteristics.
 38. A marine vessel control system comprising: at least one primary marine propulsory mechanism attached to the vessel; at least one vessel effector attached to the vessel; an intelligent vessel control system; at least one attitude sensor; an actuating system linked with the at least one primary marine propulsory mechanism and the at least one vessel effector wherein a thrust vector of the at least one primary marine propulsory mechanism and a position of the vessel effector may be independently dynamically adjusted to achieve a desired vessel characteristic.
 39. A marine vessel control system comprising: at least one primary marine propulsory mechanism attached to the vessel; an intelligent vessel control system linked with the primary marine propulsory mechanism; wherein a thrust vector of the at least one primary marine propulsory mechanism is dynamically adjusted to achieve a desired vessel characteristic.
 40. The marine vessel control system of claim 39 wherein the desired characteristic is inputted by an operator.
 41. The marine vessel control system of claim 39 wherein the desired characteristic is stored in the intelligent vessel control system.
 42. A marine vessel control system comprising: at least one vessel effector attached to the vessel; an intelligent vessel control system; at least one attitude sensor; an actuating system linked with the at least one vessel effector wherein a position of the vessel effector may be dynamically adjusted to achieve a desired vessel characteristic.
 43. A marine vessel control system comprising: at least one outboard attached to the vessel; an intelligent vessel control system; at least one attitude sensor; an actuating system linked with the outboard wherein a thrust vector of the at least one outboard may be dynamically adjusted to achieve a desired vessel characteristic.
 44. The marine vessel control system of claim 43 including a plurality of outboards.
 45. The marine vessel control system of claim 44 wherein each of the plurality of outboards may be independently dynamically adjusted to achieve a desired vessel characteristic. 